 Restrictions ◦ 4 cycle ◦ Less than 610cc ◦ Runs on gas or ethenol  4 cycles  Intake  Compression  Power  Exhaust sae#p/u/8/3qNWkOF6w0M

 Suzuki GSXR 600 ◦ Powerful ◦ Light ◦ Cheap

 Aftermarket ECU(Engine Control Unit)  Custom tuned intake with 20mm restrictor  Matching custom tuned exhaust  Tuning ECU to match intake and exaust  Custom cooling system  Custom oiling system  Other power modifications

 Full engine control ◦ Fuel and spark mapping  Traction control  Launch control  Data logging  Wideband O2 compatible  Great support

 Restrictions ◦ 20mm restrictor ◦ No drive by wire

 3 Parts ◦ Runners ◦ Plenum ◦ Throttle body runner  Intake will be resonance tuned with Helmholtz equation  Air is considered to act as a spring mass system  With proper runner lengths and Plenum size the Volumetric efficiency will go past 100% Runner Plenum Throttle body runner

 Adjustable Cam ◦ tune to lower r.p.m. for max power  Remove 1 st,5 th,6 th gears  Be super awesome!  Smaller head gasket for higher compression.

 Exhaust is dominated by: ◦ Gas Particle Movement ◦ Pressure Wave Activity  Pressure Waves bouncing off walls of exhaust piping creating back pressure  Reduce backpressure by reducing sharp angles in piping and tuning exhaust system

 Exhaust goes from each port to single collector  Easier to manufacture  Gives additional horsepower throughout power curve

 Exhaust goes from each port and is paired with corresponding cylinder into a collector and then joins other pipe with last cylinder  Primary and secondary lengths  Slightly more difficult to manufacture  Additional torque

 Steel-cheap, rusts easily, must be treated with a ceramic coating to increase reflectivity so that exhaust can flow more easily  Stainless- more expensive, corrosion resistant, highly reflective; therefore, does not need to be coated  Titanium-original exhaust for the bike is titanium, one team in the past has used this stock to reduce weight, however they replaced it the following year with a custom exhaust

 exhaust will be the preferred design  Two exhausts will be fabricated due to lack of frame to design exhaust around  First exhaust will be essentially straight pipes so it can be more easily tuned on the dyno  Once frame and engine mounts are completed, final exhaust can be planned and fabricated  Primary and Secondary lengths will be based off of the respective lengths of the first exhaust  Must comply to FSAE rules and regulations: ◦ outlet no more than 60cm from rear axle centerline ◦ no more than 60 cm off the ground ◦ exhaust system needs heat shielding

 No Mandrel-Bender= cut 180° piping to desired angle  Piping will be attached by tight slip fit joints and springs holding joints together for initial tuning  Test headers will only be welded where necessary

 Adapters will need to be made so that headers can cover exhaust port  Will using existing bolt patterns each adapter will be separate to avoid thermal expansion and warping when engine gets hot

 Primary and Secondary lengths will be based off of calculations, and will be more accurately tuned on dyno  “Tuning” will be shortening dyno’s primary and secondary lengths until desired engine performance has been found

 Maximum sound level cannot exceed 110 dB  It is not cost efficient to fabricate one from scratch- many aftermarket mufflers exist

Qty:Cost: Header Fabrication: Pipe (Steel)85 Pipe (Stainless Steel)250 Adapters0 Collectors0 Spring Joints0 Muffler:500 Total835

 DYNO Tuning  AKA DYNO Flogging

Keeps the engine safe Gets you max power Max fuel economy Max driveability

Dyno (sometimes called a brake): A device that can absorb power at a set rate Rich: Too much fuel going into the engine Lean: Too little fuel into the engine Torque: The turning force the motor creates Power: the force the engine exerts times its velocity (the engines ability to do work) AFR: Air Fuel Ratio EGT: Exhaust gas temperature

Wideband: A device used for measuring AFRs Load: How hard the engine is working (directly related to throttle position

Bare minimum  Dyno  Wideband O2 sensor  Space  Torque Gauge on brake Good to have  EGT probes  Computer logging

Prevents dangerous lean conditions and detonation What is bad about lean condition?  Causes very hot cylinder temps  Comes with detonation What is detonation?  When fuel ignites before you want it to  Caused by too little fuel or too much timing advance  Can break things very quickly

1) Choose a load to run the engine at (start with none) 2) Start at a low speed where you: 1)Analyze the AFR and correct as needed 2)*apply more (or less) torque from the dyno manually as the parameter changed 3) Record the results for future reference 4) Loop steps 1-3 for different combinations of load and speed 5) Go back to where you started and compare the current results to the results at the start of the tuning session

Power is what gets you a change in speed  Having a dyno lets you make a change to the engine and actually see if it did any good You need enough fuel to take advantage of that air, too little and you are lean, to much and you are rich  For each loading and speed of the engine a different amount of fuel may be required for a given amount of air to get max power  This is why tuning can be a very time consuming process

Running rich means you are using more fuel than you need to  Removing the rich conditions not only saves you fuel but gets you power

Dyno tuning allows us to tune the engine for max power, it also is how we decide where that power will be

As of now I have a space partly worked out This is mainly a concern of safety, consider:  High noise of the engine  Exhaust gases  Worst case: Flying engine parts  OEec

Right now the system is open loop  This means that we waste lots of water (100s of gallons per day is possible)  We have most of the major components to make it closed loop  The ancillary bits are what make going closed loop a pain in the ass Some basic protection equipment  ¾ plywood  EAR PROTECTION!!  Big ass fan to evacuate exhaust and cool engine